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development of Dynamic Wireless Power Transfer system for vehicle Logistics Robot

IEEJ Transactions on Industry Applications 2022年第2期142卷 146-154页

作者： Shimizu, Osamu Hanabusa, Kazuyoshi Arasaki, Kota Gunji, Daisuke Sakai, Yuto Ikeda, Hiromori Matsuoka, Fuminori Graduate School of Frontier Science The University of Tokyo 5-1-5 Kashiwanoha Kashiwa Chiba277-8561 Japan Development Section 1 Energy Units Development Dept. Advanced Products Development Center Technology & Intellectual Property HQ TDK Corporation 2-15-7 Higashi-Ohwada Ichikawa Chiba272-8558 Japan R&D Division System Power Supply Department WPT Development Group TDK-Lambda Corporation 2-15-7 Higashi-Ohwada Ichikawa Chiba272-8558 Japan New Product Development Department Technical Research Office NSK Ltd. 1-5-50 Kugenumashimmei Fujisawa Kanagawa251-8501 Japan BR NEXT GENERATION LOGISTICS DIV. YUTO SAKAI SHINMEI INDUSTRY CO. Ltd. 3-20 Koromogahara Aichi Toyota471-0856 Japan Central Japan Business Dept. TOYOTA T&S CONSTRUCTION CO. LTD. 65 Kamekubi-cho Kamimukaida Aichi Toyota470-0375 Japan Strategy Planning & Administration Dept. Vehicle Logistics Div. TOYOTA MOTOR CORPORATION 1 Motomachi Aichi Toyotashi471-0854 Japan

Laborsaving is a major issue in production. In an automotive production line, a yard that is used as a temporary storage for vehicles before shipping. The vehicle-loading robot that operates autonomously has been proposed to automate the alignment of vehicles in the yard instead of human driving. In this study, the dynamic wireless power transfer system that includes the structure of the roadside for the vehicle-loaded robot is proposed. It is proven that the transmitter coil has enough durability for the load of the robot weight using simulation and actual measurement. It is also shown that the reinforcement bars of the road structure cause considerable eddy current loss even with stainless steel. This is similar to loss by coil resistance. This system achieves a 1.8 kW dynamic wireless power transfer with an automated coil detection system and a frequency control system, under factory conditions. 2022 The Institute of Electrical Engineers of Japan.

关键词： Robots

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ADVANCES IN TOWED vehicle DESIGN TECHNIQUES

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NAVAL ENGINEERS JOURNAL 1982年第4期94卷 30-41页

作者： HUMPHREYS, DE SUMMEY, DC Dr. Douglas E. Humphreys:received his B.S. degree in Aerospace Engineering and the Ph.D. degree in Mechanical Engineering from North Carolina State University in 1966 and 1971 respectively. Between degrees he served in the U.S. Ar. my attaining the rank of Captain. From 1971 to 1980 he was employed at the Naval Coastal Systems Center (NCSC) Panama City Florida. While at NCSC he pioneered the development of techniques for predicting underwater vehicle hydrodynamic coefficients and produced a vehicle design and analysis system which integrated vehicle performance stability guidance and control. He has designed or analyzed over forty vehicles using these techniques. From 1978–1980 he was Chairman of the Naval Sea Systems Command Hydrodynamics Committee (SEAHAC). In 1981 he joined Aeronautical Research Associates of Princeton Inc. (A.R.A.P.) as Vice President of the Applied Technology Division in McLean Virginia. He is currently applying dynamics and control technology along with second-order-closure turbulence modeling techniques to the integrated design of underwater and air vehicles to minimize the deleterious effects of vehicle dynamics on mission performance especially as related to hydroacoustic signature and sensor performance. Dr. Delbert C. Summey:is presently Head of the Hydromechanics Division at the Naval Coastal Systems Center. He has been involved in R&D at the Center for the past five years developing methods for vehicle design and applying these methods to submerged and airborne naval systems. He is currently developing the HYDAT (Hydrodynamic Analysis Techniques) system of computer programs for use as a general design tool for underwater vehicles. He obtained a B.S. degree in Aerospace Engineering in 1969 from N.C. State University. As a graduate student at N.C. State he conducted research for NASA in the area of light aircraft performance stability and control. He received his Master's degree in 1971 and his Ph.D. degree in 1976 both in Mechanical Engineering.

A hydrodynamic vehicle design analysis of a towed environmental sensing system was conducted. The primary thrust of the analysis was to determine the towed vehicle geometry and mass characteristics which best meet the depth-keeping and stability requirements. The effect of the tow cable, depressor, and tow ship were also examined. The design requirements, initial vehicle geometry, the effects of geometry modifications, and the final vehicle geometry are presented. Longitudinal and lateral stability are presented as a function of geometry. Towed vehicle response is predicted for typical seaway and ship motion forcing functions, and the system tow performance is presented as a function of speed and depth.

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NAVY HIGH-ENERGY LASER-WEAPON system

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NAVAL ENGINEERS JOURNAL 1993年第3期105卷 105-117页

作者： FERREIRA, DM MARCELL, FC David M. Ferreira:is the program manager for high power microwave and laser applications and the exploratory development technology block program manager for laser technology and high power microwave technology in the Directed Energy Program at the Space and Naval Warfare Systems Command (SpaWar). His 20 years experience includes project engineer for shipboard infrared countermeasures and advanced development infrared decoys at the Naval Ship Engineering Center. project engineer for advanced development infrared search and track systems in the Reconnaissance Electronic Warfare and Special Operations Navy (REWSON) Project Office Naval Electronic Systems Command HEL beam control manager in the High Energy Laser Project Naval Sea Systems Command and System Engineering Division director Naval Warfare System Architecture and Engineering Directorate Space and Naval Warfare Systems Command. His current position is manager of high power microwave and laser applications in the Directed Energy Weapons Division of SpaWar. Mr. Ferreira holds an AA from City College of San Francisco a BS(EE) from the University of Colorado and an MBA from George Mason University. Frederick C. Marcell:is the leader Electro-Optics Systems Space and Defense Systems Group W. J. Schafer Associates (WJSA) Washington Operations. With more than 15 years experience in electro-optic sensors and laser technology development he is responsible for Navy SDIO and other industry programs in the laser radar and electro-optic sensor business areas. He provides scientific engineering and program management support to government and industry in technology assessment and system development programs. Mr. Marcell came to WJSA following 27 years of naval service in both sea and technical billets. As an engineering duty officer he served in technical program management positions at the Naval Surface Warfare Center working on the ANISAR-8 IRST and at The Navy Directed Energy Weapons Program Office working on the High Energy Laser and managing the SDIO

This paper will historically review and describe the Navy High Energy Laser Weapon system (HELWS). Advances in anti-ship cruise missiles (ASMs), which present the greatest challenge in surface ship self defense, are necessitating the development of significantly more sophisticated and expensive surface-to-air missiles in order to counter the threat. The next generation of ASMs, as represented by the French ANS, will be capable of skimming only meters above the sea surface at multi-mach speeds, while performing evasive maneuvers during terminal run-in. This type of threat has essentially eliminated naval gun systems from the role of ship self-defense, and has significantly reduced the effectiveness of cu''ent missile systems. Under development for the past twenty years, the High Energy Chemical Laser appears to be a feasible solution to the ship self-defense problem. Capable of operating effectively in all weather conditions except dense fog, a HELWS requires no conventional rire control solution, since it operates at the speed of light. Any target that can be tracked can be enpged. Furthermore, once the beam director is locked onto a target, the system is insensitive to target maneuvers. By tailoring the lase period to the threat, the effective P(k) of an HELWS is essentially 1. Using chemical energy as a primary power source removes the requirement for additional costly and heavy power generation equipment aboard ship. In the context of the foregoing arguments, cost per kill becomes a fraction of the cost of a two-round missile salvo. The technology required to field a shipboard HELWS has been demonstrated by the Navy Mid-InfraRed advanced Chemical Laser (MIRACL) and the Sea Lite Beam Director (SLBD). Its success in bringing down a Mach 2.2 Vandal missile in 1989 was dramatic proof of the effectiveness of such a system. Recent studies have shown that the MIRACL/SLBD can be repackaged as a HELWS to fit into the equivalent volume occupied by a 5''154 Mk 45 gun mount

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Human systems integration and advanced technology in engineering department workload and manpower reduction

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NAVAL ENGINEERS JOURNAL 2003年第1期115卷 57-65页

作者： Lively, KA Seman, AJ Kirkpatrick, M KENNETH A. LIVELY graduated from the University of Colorado with a BS in applied mathematics and an MS in mathematics in 1976 and from the Massachusetts Institute of Technology with an MS in electrical engineering and the degree ocean engineer in naval architecture and marine engineering in 1984. He retired from the U.S. Navy in 1989 after 23 years of service. Assignments included electrical officer on the USS Constellation (CV 64) project engineer for the DDG 51 machinery control system (NAVSEA) and DDG 51 Technical Director (NAVSEA). He was vice president of the PDI Division of Bird-Johnson Company from July 1989 to November 1998 where he managed various gas turbine and machinery controls related development projects. He joined Anteon Corporation's Systems Engineering Group as senior controls engineer in December 1998 where he provided technical support to the integrated power systems program (NAVSEA PMS 510) and managed the Office of Naval Research Afloat Laboratory. DR. MARK KIRKPATRICK is currently an independent consultant in human factors and work-load/manning analysis and modeling. He holds a Ph.D. degree in experimental psychology from The Ohio State University and has 34 years of experience in applied human factors. From 1982 through 2000 Dr. Kirkpatrick served as the senior vice president of Carlow International. Prior to joining Carlow in 1982 Dr. Kirkpatrick served as a member of the technical staff at North American Rockwell's Missiles Division and as a project director and vice president for Essex Corporation. His areas of expertise include workload simulation task analysis operator-in-the-loop simulation human performance experimentation statistical analysis and human factors T&E. He has directed and/or participated in human factors projects for the U.S. Navy U.S. Army NASA Department of Transportation the U.S. Nuclear Regulatory Commission and private industry. ANTHONY J. SEMAN III is the technical manager for the reduced ship's crew by virtual presence (RSVP) advanced technology d

Aboard current ships, such as the DDG 51, engineering control and damage control activities are manpower intensive. It is anticipated that, for future combatants, the workload demand arising from operation of systems under conditions of normal steaming and during casualty response will need to be markedly reduced via automated monitoring, autonomous control, and other technology initiatives. Current DDG 51 class ships can be considered as a manpower baseline and under Condition III typical engineering control involves seven to eight watchstanders at manned stations in the Central control Station, the engine rooms and other machinery spaces. In contrast to this manning level, initiatives such as DD 21 and the integrated engineering plant (IEP) envision a partnership between the operator and the automation system, with more and more of the operator's functions being shifted to the automation system as manning levels decrease. This paper describes some human systems integration studies of workload demand reduction and, consequently, manning reduction that can be achieved due to application of several advanced technology concepts. advanced system concept studies in relation to workload demand are described and reviewed including. Piecemeal applications of diverse automation and remote control technology concepts to selected high driver tasks in current DDG 51 activities. development of the reduced ship's crew by virtual presence system that will provide automated monitoring and display to operators of machinery health, compartment conditions, and personnel health. The IEP envisions the machinery control system as a provider of resources that are used by various consumers around the ship. Resource needs and consumer priorities are at all times dependent upon the ship's current mission and the availability of equipment pawnbrokers.

关键词： Naval warfare

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ASYNCHRONOUS TRANSFER MODE (ATM) OPERATION VIA SATELLITE - ISSUES, CHALLENGES AND RESOLUTIONS

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INTERNATIONAL JOURNAL OF SATELLITE COMMUNICATIONS 1994年第3期12卷 211-222页

作者： CHITRE, DM GOKHALE, DS HENDERSON, T LUNSFORD, JL MATHEWS, N COMSAT Laboratories 22300 Comsat Drive Clarksburg MD 20871 USA. Received his B.Sc. from the University of Bombay India an M.A. in mathematics from the University of Cambridge U.K. and a Ph.D. in physics from the University of Maryland. He is currently an Associate Executive Director of the Network Technology Division at COMSAT Laboratories. He has been involved in research and development activities in ISDN VSAT networks data communications and network systems and architectures. Prior to his current positions Dr. Chitre was a Principal Scientist in the Network Technology Division at COMSAT Laboratories. Dr. Chitre joined COMSAT Laboratories in 1980. He has made major contributions to the analysis and architecture of data communication ISDN and BISDN via satellite. Dr. Chitre directs and participates in the international and national standards activities in ISDN BISDN and data communication as they apply to satellite communication. He was Chairman of the Working Group on Protocols and Network Timing Function of the CCIR/CCITT Joint Ad Hoc Group on ISDN-Satellite Matters during 1990–1992. Currently he is the Chairman of the Working Group on New Technologies in the ITU Intersector Coordinating Group (ICG) on Satellite Matters. Dr. Chitre was a programme manager during 1990 and 1991 on a contract from INTELSAT on systems studies on satellite communications systems architectures for ISDN and broadband ISDN systems. Currently he is the technical manager of the DoD Contract on ATM via satellite demonstration and the programme manager for the INTELSAT contract on analysis and top-level specification of INTELSAT ISDN subnetworks and SDH compatible transport network. Department manager for ISDN/Data Communications in the Network Technology Division of COMSAT Laboratories. His responsibilities include managing the implementation of next generation telecommunication systems for fixed and mobile satellite systems. Current projects include the development of a high data rate gateway switch that provides for the

Key issues regarding the operation of the broadband integrated services digital network (BISDN) via satellite are presented herein. The specific issues, challenges, and their resolutions are detailed. In particular, the impact of error characteristics and propagation delay on the operation of BISDN via satellite is discussed. Solutions are presented for removing adverse effects and providing high-quality service to users of BISDN via satellite.

关键词： ATM BISDN

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A SUBMARINE control-system TEST vehicle

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 148-155页

作者： SEJD, JJ WATKINSON, KW HILL, WF Mr. James J. Sejd received his B.S. degree in Civil Engineering from Case Western Reserve University and has since undergone considerable graduate study at both The George Washington and American Universities. He served almost four years in the U.S. Navy as a Naval Aviator and enjoys the unique distinction of being qualified in both Heavier- and Lighter-than-Air aircraft. Early in his career he was employed at the Navy's Bureau of Ships in the capacity of a Structural Designer and Structural Research Monitor. In 1966 he joined the Staff of the Center for Naval Analyses where he was involved in the mathematical modeling of ships and aircraft and in economic “trade-off‘ analysis. In 1970. he went to the Naval Ship Engineering Center as an Operations Research Analyst in the Ship Design and Development Division. At the present time he is employed as a Program Manager for the Naval Sea Systems Command Ship Design Research and Development Office. A member of ASNE since 1973 he also is a member of the Association of Scientists and Engineers at NAVSEA the Operations Research Society of America and the Lighter-Than-Air Society. Mr. Kenneth W. Watkinson received both is B.S. and M.S. degrees in Engineering Science from Florida State University in 1970 and 1971 respectively. Since graduation he has been employed at the Naval Coastal Systems Center (NCSC). Panama City. Fla. where he is primarily involved in the investigation of the stability and control of underwater vehicles. For the past four years he has been the Task Leader and Principal Investigator for the NCSC portion of the Advanced Submarine Control Program involved in developing control design methods and the instrumentation system for the Submarine Control System Test Vehicle. Mr. William F. Hill is currently the ASCOP Program Manager at Lockheed Missiles & Space Company (LMSC) Inc. where he has the overall responsibility for design and construction of the Control System Test Vehicle (CSTV). He entered the aircraft industry in England as an Apprentice w

As part of the advanced Submarine control Program (ASCOP), the Naval Sea systems Command has developed an open water Submarine control system Test vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle-bodies, alternative tail sections, and alternative control configurations. A self-contained instrumentation and control system provides the capability for “on-board” recording of all relevant Submarine-state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance. This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.

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ACQUISITION REFORM AND BEST PRODUCT PROCUREMENT - AN ENGINEERING VIEW

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NAVAL ENGINEERS JOURNAL 1994年第6期106卷 41-57页

作者： FISHER, DA SKOLNICK, A He has been involved with several weapon system developments. Among these were the Trident II fire control and navigation systems the BSY-I Anti-Submarine Warfare System and the Navy standard computers (UYK44 and EMSP). He served as manager of the Digital Circuits Engineering Branch and was then appointed as manager of the Automatic Test Equipment (ATE) Technology Division. As manager of the ATE Technology Division he was responsible for the SP-23 Fire Control System Support Project the SP-24 Navigation Project and the Fleet Progressive Maintenance Program (2M/ATE). This Division was responsible for selection and application of electronic product technology and for developing fleet test and repair techniques. He holds a B.S. in Electrical Engineering from the University of Evansville and is currently pursuing a Masters of Public Administration at Indiana University-Purdue University Indianapolis. Dr. Alfred Skolnick:retired from the Navy in 1983 with the rank of captain. He is president of System Science Consultants (SSC) specializing in strategic planning technical program definition technology assessment and engineering analyses on selected matters of national interest. Dr. Skolnick taught mathematics and management sciences at University of Virginia and Marymount University. He is adjunct faculty at Northern Virginia Community College. From 1985 to 1989 he was president of the American Society of Naval Engineers. In the Navy he served at Applied Physics Laboratory/The Johns Hopkins University then aboard USSBoston(CAG-1) and played leading roles in several weapon system developments inertial navigation (Polaris) deep submergence (DSRV) and advanced ship designs (SES). He later was director Combat System Integration Naval Sea Systems Command and head Combat Projects Naval Ship Engineering Center. In 1975 he became a major project manager and led the Navy's High Energy Lasers Program in 1981 he was assigned all Navy Directed Energy Weapons development efforts. He was vice president advanced tech

The military services are being moved in the direction of performance-based specifications and standards. They are being steered against dictating ''how to'' produce an item since such action forecloses on the ability to gain access to components or technology that may have a commercial equivalent. Why should the engineering community embrace the new approach? Aside from the obvious weight of it being approved policy, therefore currently mandated, it warrants examination because it is the correct approach at this time when applied to appropriate products. Military specifications and standards are to be displaced then, by acceptable alternative contractor design solutions. Industry bidders will be allowed to propose the particular design details, permitting procurement flexibility by contractually citing only system level or interface requirements, both physical and functional. Hopefully, this can broaden the industrial base and increase competition with reduced costs to follow. Conceptually, the approach appears both performance-sensible and cost-attractive (there are, of course, consequent risks) but how does implementation proceed? Is it possible to pursue the goals envisioned along paths that are not in themselves experimental? Can the American postulate, minimal loss of life and limb to U.S. military people, continue to be honored? Experience and track record elsewhere imply encouraging possibilities in select situations-useful prospects are identified and discussed in practical terms.

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HISTORY OF COAST-GUARD SURFACE EFFECT SHIP PERFORMANCE IMPROVEMENTS

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 237-250页

作者： LARIMER, G MCCOLLUM, J SCHAUB, B VANLIEW, D WHIPPLE, C Gary Larimer:received his B.S. (1974) and M.S. (1975) degrees in naval architecture and marine engineering from the University of Michigan. He has worked with the Bechtel Professional Corporation the David Taylor Naval Ship Research and Development Center and the United States Coast Guard. He is a member of SNAME ASNE ABYC and IMTI. He is the author of “Reaction Fin Applications In Marine Propulsion” which documented the use of asymmetric pre-swirl vanes to increase propulsion efficiency aboard a 41-ft Coast Guard utility boat. It was presented on 5 March 1987 at the Hampton Roads section of SNAME and was nominated for the section paper of the year award. CWO3 Joe Bobby McCollum USCG: iscurrently engineering officer of the Surface Effect Ship Division Seventh Coast Guard District Key West Florida. Prior to this assignment he was assistant engineering officer on the USCGCUte.His other duty tours included engineering assignments on theCape Currenta 95-foot patrol boat on the USCGCUnimak a 311-foot cutter CG Loran Station Upolo Point Hawaii and CG Station Sabine Pass Texas. CWO McCollum was responsible for modifying and repairing the SESs and contributed many unique problem solving ideas which resulted in much improved operation of the Coast Guard Surface Effect Ship Division. Benton H. Schaub:is a senior engineer with Maritime Dynamics Inc. He has a bachelor of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. Mr. Schaub has fifteen years of experience working as a test engineer project engineer and design engineer on advanced marine vehicle projects and is a recognized authority in the areas of hull structure seal system and machinery design for surface effect ships. He has participated in virtually every USN SES design development and test evaluation program including: XR-5 XR-10 SES-100A SES-100A1 and the SES-200. He is currently responsible for performing detailed design and analysis in support of the seal system for the Germa

During the early 1980s the United States Coast Guard took delivery of three surface effect ships (SES) from Bell Halter, Inc. These 136-ton, 30-knot plus, aluminum hulled cutters were to be used primarily for drug interdiction in the southeastern United States. By early 1985, however, the full load weight of these cutters had grown to 150 long tons, and their top speed had dropped to below 23 knots in calm water. By mid-1985, operation of all three SESs was suspended to prevent possible catastrophic failure of their main engines. At this point, the USCG joined ranks with Textron Marine systems (then Bell Aerospace), and Detroit Diesel to analyze what had gone wrong, and to propose solutions to the problems encountered. From that beginning, the performance of the Coast Guard's SESs has steadily and dramatically improved until at present all three cutters are able to exceed their original performance specifications. This paper discusses the problems experienced with the SESs, including engine overloading, vibration, ride quality, seal wear, poor lift system performance, and metal cracking, along with the corrective actions taken to solve them. The cooperation between government and private industry, which made this dramatic turn-around in performance possible, is also explored. Lessons learned about SES technology are viewed in relation to the general experience of the Coast Guard with other types of high performance hull forms.

关键词： NAVAL VESSELS

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development OF A SELF‐CONTAINED DEEP MOORED BUOY system

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Naval Engineers Journal 1965年第1期77.0卷 101-109页

作者： PRITZLAFF, J.A. LANIEWSKI, J.P. John A. Pritzlaff attended Northwestern University under the regular NROTC program. After graduation in 1951 he served on board the USS CHARLES J. BADGER (DD657). He obtained his master's degree in Mechanical Engineering at Northwestern in 1955. Since that time he has been working at the General Electric Advanced Technology Laboratories in Schenectady New York. He has been active in the fields of hydraulics pneumatics optics mechanics and underwater component and system design. He developed an optical-mechanical portion of the Polaris fire control system. His underwater activities have included sonobuoy evaluations testing of space vehicle recovery equipment and direction of the buoy development work discussed in this paper. He has written several technical papers published by the Society of Automotive Engineers Design News Machine Design and the American Society of Naval Engineers. He is a member of the American Society of Mechanical Engineers the American Society of Naval Engineers and the Marine Technology Society. He is a Lieutenant in the Naval Reserve and is a licensed Professional Engineer in the States of Illinois and New York.

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SiO 2 @ [email protected] 2 catalyst with improved thermal stability: Effect of interaction between Pd and CeO 2 on activity for CO oxidation

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Molecular Catalysis 2020年 492卷

作者： Hyun Jae Kim Jae Hwan Lee Min Woo Lee Yaeun Seo Jin Woo Choung Chang Hwan Kim Kwan-Young Lee Department of Chemical and Biological Engineering Korea University 145 Anam-Ro Seongbuk-Gu Seoul 02841 Republic of Korea Advanced Catalysts and Emission-Control Research Lab Research & Development Division Hyundai Motor Group Hyundaiyeonguso-Ro Namyang-Eup Hwaseong-Si Gyeonggi-Do 18280 Republic of Korea Graduate School of Energy and Environment (KU-KIST Green School) Korea University 145 Anam-Ro Seongbuk-Gu Seoul 02841 Republic of Korea Super Ultra Low Energy and Emission Vehicle (SULEEV) Center Korea University 145 Anam-Ro Seongbuk-Gu Seoul 02841 Republic of Korea

In this study, SiO 2 -supported Pd catalyst (Pd/SiO 2 ) and CeO 2 -encapsulated Pd/SiO 2 core-shell catalysts (SiO 2 @ [email protected] 2 ) were prepared and examined for CO oxidation. After aging at 700 ℃, the thermal stability of SiO 2 @ [email protected] 2 catalyst was improved in comparison to Pd/SiO 2 because the CeO 2 shell increased the structural stability and effectively inhibited the sintering of Pd particles on SiO 2 . Moreover, the differences in activity and properties of the catalysts were investigated through various characterization methods. The CeO 2 shell induced changes in the chemical properties of the Pd particles adjacent to CeO 2 due to the strong interaction between Pd and CeO 2 (Pd x Ce 1-x O 2 solid solution), and the interaction improved the activity of the SiO 2 @ [email protected] 2 catalysts. As a result, the SiO 2 @ [email protected] 2 core-shell catalysts have an enhanced thermal stability and catalytic activity resulting from both a morphology effect and a synergistic effect between Pd and CeO 2 .

关键词： CO oxidation Palladium Ceria Core-shell structure Thermal stability

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